Car-frame.



No. 635,653. Patented oct. 24, |899. F. E. cANnA.

CAR FRAME.

(Appliea'tion mea may 9, 1899.) (No Model.) 2 Sheets-Sheet Il ffy-1,

ATTOR N EY THE NoRRls PETERS co.. PHoTaLlTNo.. WASHINGTON, n. c.

N. 635,653. Patented Oct. 24, |899.

F. E.- CANDA.

CAB FRAME. (Application led may 9, 1899.) (No Model.) 2 sheets-sheet 2.

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FERDINAND E. CANDA, OF NEW YORK, N. Y., ASSIGNOR TO OANDA BROTHERS, OF SAME PLACE.

CAR-FRAM E.

SPECIFICATION forming part of Letters Patent No. 635,653, dated October 24, 1899.

Application filed May 9,1899. Serial No. 716,116. (No model.)

To all whom t may concern:

Be it known that I, FERDINAND E. CANDA, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Oar-Frames; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to improvements in car-frames; and it consists in the novel means provided for supporting the centralportion of a car.

The object of my invention is to lighten and strengthen the frames of cars and to support the central portions of cars more efficiently. This object is attained in the invention herein described and illustrated in the drawings which accompany and form a part of this specification, in which the same' referencenumerals indicate the same or corresponding parts, and in which- Figure lis a side elevation and partial longitudinal section of a hopper-car constructed in accordance with my invention. Fig. 2 is a transverse section of the hopper-car shown in Fig. l, and Fig. 3 is a central transverse section of a box-car likewise constructed in accordance with my invention.

As trussed car-frames are at present constructed substantially the only stresses which are transmitted to and supported by the side trusses of the car are the stresses due to the load carried by the side sills themselves. The center and intermediate sills receive support between the bolsters only from the longitudinal undertrussing, together with a slight amount of support received incidentally from the side sills and side trussing, because of the connection of the needle-beams both to the side sills and to the center and intermediate sills. This lack of support of the center and intermediate sills compels the useof timbers for such sills of greater size than would be necessary were the stresses upon such sills transmitted efficiently to the side trusses of the car.

In hopper-cars it is particularly true that the central portion of the carthat is to say, the portion between the body-holsters through which the center sills pass-is not well supported, for in hopper-cars it is impossible to provide as many longitudinal sills as in boxcars, because the sills if numerous or evenly distributed across the width of the car would block the outlets of the hoppers. For this reason hopper-cars can be provided only with side sills and center sills. The side trusses serve, in eifect, merely to support and stiffen the side sills, and to secure the necessary strength and stiffness along the center line of the car,therefore,the center sills must be made very strong and very deep. To avoid these objections, I provide cross-trusses by which a large portion of the load on the center sills is transferred to the side trusses of the car, and I am thereby enabled to use much smaller and lighter center sills than has been possible heretofore in cars of equal length and carrying capacity, and to reduce materially the weight of the car.

Referring now tol the drawings, and at iirst more particularly to Figs. l and 2, 1 1 are the side sills; 2 2, the center sills; 3 3, the side plates or upper truss members; 4 4, the diagonal braces; 5 5, the posts; 6 6, the end sills; 7 7, the body-holsters, and 8 8 the hoppers.

9 9 are the usual longitudinal under trussrods.

10 l0 are transverse under truss-rods eX- tending from one side of the car to the other beneath the center sills. At their ends they have heads bearing against shoes ll upon the side sills l. In the central portion of a car they bear against struts l2, secured to the center sills 2. Between each pair of shoes 11 is a compression member 13, which may be of timber and which receives the compression due to the stress upon the truss-rods and so completes the truss. The truss-rods 10 therefore serve to transfer a great portion of the load upon the center sills to the side sills l, and thus to the side trusses of the car, thereby relieving the center sills, making the side trusses much more effective and making permissible the use of much lighter center sills.

In hopper-cars the transverse truss-rods 10 may be placed most conveniently between the hoppers, as shown in Fig. 1. In box-cars a similar construction may be employed, the

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compression member 13 being in this ease one of the Hoor-planks of the ear, which may be made of greater thickness than the other planks, if necessary, and may be gained to receive the sills, as shown in Fig. 3.

Having thus completely described my in- Vention, what I claim, and desire to secure by Letters Patent, is

1. In acar-frame, the eombinatiomwith longitudinal side sills and longitudinal trusses, of a longitudinal sill intermediate of the side sills, and a transverse truss for transferring load from the central portion of the ear to the side sills and longitudinal trusses, having a strut secured to said intermediate sill intermediate of its ends, and a tension truss meinber passing over said strut and connected at its ends to the side sills.

2. In aear-frame, the eombinatiomwith longitudinal side sills and side trusses, and an intermediate longitudinal sill, of a transverse truss, intermediate of the transverse timbers of the frame, and comprising 4slioes resting upon the side sills, a compression member between said shoes, a strut beneath the intermediate longitudinal sill, and a truss-rod extending from one shoe to the other and passing over said strut.

In a hopper-ear, the combination, with longitudinal sills and side trusses, and hoppers, of a transverse truss, intermediate of the transverse timbers of the frame, and located between the hoppers, and comprising shoes resting upon the side sills, a compression member between said shoes, a strut beneath the central portion of the ear, and a truss-rod extending from one shoe to the other and passing over said strut.

In testimony whereof I hereunto afx my signature in the presence of two witnesses;

FERDINAND E. CANDA.

Witnesses:

ALPHONSE KLoH, H. M. MARBLE. 

